Road Restraint Systems: BSI Standards Publication

Licensed Copy: Mr.
Universiti Teknologi Malaysia User, Universiti Teknologi Malaysia, 19/03/2011 12:08, Uncontrolled Copy, (c) BSI
BS EN 1317-1:2010
BSI Standards Publication
Road restraint systems

Part 1: Terminology and general criteria for
test methods
NO COPYING WITHOUT BSI PERMISSION EXCEPT AS PERMITTED BY COPYRIGHT LAW
raising standards worldwide
BS EN 1317-1:2010
BRITISH STANDARD
National foreword
Licensed Copy: Mr. Universiti Teknologi Malaysia User, Universiti Teknologi Malaysia, 19/03/2011 12:08, Uncontrolled Copy, (c) BSI
This British Standard is the UK implementation of EN 1317-1:2010. It

supersedes BS EN 1317-1:1998 which is withdrawn.
The UK participation in its preparation was entrusted to Technical
Committee B/509/1, Road restraint systems.
A list of organizations represented on this committee can be
obtained on request to its secretary.
This publication does not purport to include all the necessary
provisions of a contract. Users are responsible for its correct
application.
BSI 2010
ISBN 978 0 580 54025 7
ICS 01.040.13; 01.040.93; 13.200; 93.080.30
Compliance with a British Standard cannot confer immunity from
legal obligations.
This British Standard was published under the authority of the
Standards Policy and Strategy Committee on 31 August 2010.
Amendments issued since publication
Date
Text affected
BS EN 1317-1:2010
EN 1317-1
EUROPEAN STANDARD
NORME EUROPENNE
EUROPISCHE NORM
July 2010
ICS 01.040.93; 93.080.30
Supersedes EN 1317-1:1998
English Version
Road restraint systems - Part 1: Terminology and general

criteria for test methods
Dispositifs de retenue routiers - Partie 1 : Terminologie et
dispositions gnrales pour les mthodes d'essai
Rckhaltesysteme an Straen - Teil 1: Terminologie und

allgemeine Kriterien fr Prfverfahren
This European Standard was approved by CEN on 29 April 2010.

CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this European
Standard the status of a national standard without any alteration. Up-to-date lists and bibliographical references concerning such national
standards may be obtained on application to the CEN Management Centre or to any CEN member.
This European Standard exists in three official versions (English, French, German). A version in any other language made by translation
under the responsibility of a CEN member into its own language and notified to the CEN Management Centre has the same status as the
official versions.
CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland,
Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION

COMIT EUROPEN DE NORMALISATION
EUROPISCHES KOMITEE FR NORMUNG
Management Centre: Avenue Marnix 17, B-1000 Brussels
2010 CEN
All rights of exploitation in any form and by any means reserved

worldwide for CEN national Members.
Ref. No. EN 1317-1:2010: E
BS EN 1317-1:2010
EN 1317-1:2010 (E)
Contents
Page
Foreword ...................................................................................................................................................................... 3
Introduction ................................................................................................................................................................. 5
1
Scope .............................................................................................................................................................. 6
2
Normative references .................................................................................................................................... 6
3
Abbreviations ................................................................................................................................................. 6
4
Terms and definitions ................................................................................................................................... 7
5
5.1
5.2
5.2.1
5.2.2
Test methods................................................................................................................................................ 10

Test site ........................................................................................................................................................ 10
Test vehicles ................................................................................................................................................ 11
General .......................................................................................................................................................... 11
Loading conditions ...................................................................................................................................... 11
6
6.1
6.2
6.3
Vehicle Instrumentation .............................................................................................................................. 13

Vehicle Instrumentation required for the calculation of ASI and THIV .................................................. 13
Frequency requirements ............................................................................................................................. 13
Compensation for instrumentation displaced from the vehicle centre of mass ................................... 13
7
Data Processing and Analysis ................................................................................................................... 15
8
8.1
8.1.1
8.1.2
8.1.3
8.2
8.2.1
8.2.2
8.2.3
8.2.4
Test Results and Calculations.................................................................................................................... 17

Severity Indices............................................................................................................................................ 17
General .......................................................................................................................................................... 17
Summary of the procedure to compute ASI ............................................................................................. 17
Procedure to compute THIV ....................................................................................................................... 18
Vehicle cockpit deformation index (VCDI) ................................................................................................ 24
Deformation .................................................................................................................................................. 24
Location of the deformation ....................................................................................................................... 24
Extent of the deformation ........................................................................................................................... 25
Examples (informative) ............................................................................................................................... 27
Annex A (informative) Calculation of the acceleration severity index (ASI) ....................................................... 28
Annex B (informative) Vehicle acceleration - Measurement and calculation methods ..................................... 29
B.1
Introduction .................................................................................................................................................. 29
B.2
Acceleration in a rigid body........................................................................................................................ 29
B.3
Methods of measuring rigid body motion ................................................................................................. 30
B.4
Measurement by six linear and three angular transducers ..................................................................... 31
B.5
Remarks ........................................................................................................................................................ 35
Bibliography .............................................................................................................................................................. 36
BS EN 1317-1:2010
EN 1317-1:2010 (E)
Foreword
This document (EN 1317-1:2010) has been prepared by Technical Committee CEN/TC 226 Road equipment,
the secretariat of which is held by AFNOR.
This European Standard shall be given the status of a national standard, either by publication of an identical text
or by endorsement, at the latest by January 2011, and conflicting national standards shall be withdrawn at the
latest by January 2011.
Attention is drawn to the possibility that some of the elements of this document may be the subject of patent
rights. CEN [and/or CENELEC] shall not be held responsible for identifying any or all such patent rights.
This document supersedes EN 1317-1:1998.
This document has been prepared under a mandate given to CEN by the European Commission and the
European Free Trade Association, and supports essential requirements of EU Directive(s).
EN 1317 consists of the following parts:
EN 1317-1, Road restraint systems Part 1: Terminology and general criteria for test methods;
EN 1317-2, Road restraint systems Part 2: Performance classes, impact test acceptance criteria and test
methods for safety barriers including vehicle parapets;
methods for crash cushions;
ENV 1317-4, Road restraint systems Part 4: Performance classes, impact test acceptance criteria and
test methods for terminals and transitions of safety barriers;
prEN 1317-4, Road restraint systems Part 4: Performance classes, impact test acceptance criteria and
test methods for transitions of safety barriers (under preparation: this document will supersede
ENV 1317-4:2001 for the clauses concerning transitions);
EN 1317-5, Road restraint systems Part 5: Product requirements and evaluation of conformity for vehicle
restraint systems;
prEN 1317-6, Road restraint systems Pedestrian restraint systems Part 6: Pedestrian Parapet (under
preparation);
prEN 1317-7, Road restraint systems Part 7: Performance classes, impact test acceptance criteria and
test methods for terminals of safety barriers (under preparation: this document will supersede
ENV 1317-4:2001 for the clauses concerning terminals);
prEN 1317-8, Road restraint systems Part 8: Motorcycle road restraint systems which reduce the impact
severity of motorcyclist collisions with safety barriers (under preparation).
Annexes A and B are informative.

The significant technical changes incorporated in this revision are:
5
Test methods
BS EN 1317-1:2010
EN 1317-1:2010 (E)
The specifications for the test site and test vehicles have been moved from Parts 2 and 3 to Part 1.
6.1 Vehicle instrumentation required for the calculation of ASI and THIV
The requirement of the 1998 text:
Vehicle acceleration shall be measured at a single point (P) within the vehicle body close to the vehicle centre of
gravity.
is replaced by:
The accelerometers shall be mounted at a single point (P) on the tunnel close to the vertical projection of vehicle
centre of mass of the undeformed vehicle, but no further than 70 mm longitudinally and 40 mm laterally.
Measurements made before the publication of the present standard, with accelerometers fixed to an installation
close to the centre of mass are accepted.
6.2 Frequency requirements
The following new requirement has been introduced:
Since the data will be filtered by recursive (Butterworth) filters, more data should be collected than is specifically
required by the analysis. A recursive filter always produces "starting transients" at the beginning and end of the
data, and requires time to "settle down". An additional 500 ms of data shall be collected at the beginning and end
of the data; this extra data can then be discarded after filtering.
6.3 Compensation for instrumentation displaced from the vehicle centre of mass
The procedure has been extended also to the cases of non-null roll angle and roll velocity and when the three
points Q1, Q2, P (P1, P2, P in the 1998 text) are aligned along any straight line.
8.1 Severity Indices
The requirement for the index PHD (Post impact Head Deceleration) has been removed. ASI and THIV are
required.
8.1.1 Summary of the procedure to compute ASI
In the procedure to compute ASI, averaging of the three components of the acceleration over a moving window of
50 ms has been replaced by filtering with a four-pole phaseless Butterworth digital filter.
8.2 Vehicle cockpit deformation index (VCDI)
8.2.2 Location of the deformation
The prefix ND has been added for impacts where there is no deformation of the vehicle cockpit.
8.2.3 Extent of the deformation
"The sub-index 3 has been added for reductions greater than 20 %, or measurements which cannot be taken due
to the deformation of the vehicle."
According to the CEN/CENELEC Internal Regulations, the national standards organizations of the following
countries are bound to implement this European Standard: Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech
Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia,
Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain,
Sweden, Switzerland and the United Kingdom.
BS EN 1317-1:2010
EN 1317-1:2010 (E)
Introduction
In order to improve and maintain highway safety, the design of safer roads requires, on certain sections of road
and at particular locations, the installation of road restraint systems. These road systems are designated to
redirect errant vehicles with a specified performance level and can provide guidance for pedestrians or other road
users.
This European Standard is a revision of EN 1317-1:1998. The standard identifies test methods and impact test
acceptance criteria that the products for road restraint systems need to meet to demonstrate compliance with the
requirements, given in EN 1317-5 and/or prEN 1317-6. The design specification, for road restraint systems
entered in the test report, identify important functional site conditions in respect of the test installation.
The performance range of the products for road restraint systems, designated in this standard, enables national
and local authorities to recognize and specify the performance class to be deployed.
Annexes A and B give informative explanation of the measurement of the severity index ASI and vehicle
acceleration.
BS EN 1317-1:2010
EN 1317-1:2010 (E)
Scope
This European Standard contains provisions for the measurement of performance of products for the road
restraint systems, under impact and impact severity levels, and includes:
Test site data;
Definitions for road restraint systems;
Vehicle specification (including loading requirements) for vehicles used in the impact tests;
Instrumentation for the vehicles;
Calculation procedures and methods of recording crash impact data including impact severity levels;
VCDI.
The modifications included in this standard are not a change of test criteria, in the sense of
EN 1317-5:2007+A1:2008, ZA.3.
Normative references
The following referenced documents are indispensable for the application of this document. For dated references,
only the edition cited applies. For undated references, the latest edition of the referenced document (including
any amendments) applies.
methods for safety barriers including vehicle parapets
methods for crash cushions
ENV 1317-4, Road restraint systems Part 4: Performance classes, impact test acceptance criteria and test
methods for terminals and transitions of safety barriers
ISO 6487, Road vehicles Measurement techniques in impact tests Instrumentation
ISO 10392, Road vehicles with two axles Determination of centre of gravity
Abbreviations
ASI:
Acceleration Severity Index
ATD:
Anthropomorphic Test Device
CAC:
Channel Amplitude Class
CFC:
Channel Frequency Class
COG:
Centre of mass
HGV:
Heavy Goods Vehicle
PRS:
Pedestrian Restraint System
BS EN 1317-1:2010
EN 1317-1:2010 (E)
RRS:
Road Restraint System
THIV:
Theoretical Head Impact Velocity
VCDI:
Vehicle Cockpit Deformation Index
VRS:
Vehicle Restraint System
Terms and definitions
The types of system are shown in Figure 1.
Figure 1 Types of system

For the purposes of this document, the following terms and definitions apply.
4.1
road restraint system
vehicle restraint system and pedestrian restraint system used on the road
4.2
vehicle restraint system
system installed on the road to provide a level of containment for an errant vehicle
4.3
safety barrier
continuous vehicle restraint system installed alongside, or on the central reserve, of a road
NOTE
This can include a vehicle parapet.
4.4
terminal
end treatment of a safety barrier
4.5
transition
connection of two safety barriers of different designs and/or performances
BS EN 1317-1:2010
EN 1317-1:2010 (E)
4.6
vehicle parapet
safety barrier installed on the side of a bridge or on a retaining wall or similar structure where there is a vertical
drop and which can include additional protection and restraint for pedestrians and other road users (combined
vehicle/pedestrian parapet)
4.7
crash cushion
road vehicle energy absorption device installed in front of one or more hazards to reduce the severity of impact
4.8
pedestrian restraint system
system installed to provide restraint for pedestrians
4.9
pedestrian parapet
pedestrian or "other user" restraint system along the edge of a footway or footpath intended to restrain
pedestrians and other users from stepping onto or crossing a road or other area likely to be hazardous
NOTE
"Other users" include provision for equestrians, cyclists and livestock.
4.10
kerb mass
vehicle as delivered, including all fluids
4.11
test inertial mass
kerb mass plus ballast and recording and brake equipment but excluding dummy
4.12
total mass
mass that includes all items in the test vehicle at the beginning of the test
4.13
combined vehicle/pedestrian parapet
vehicle parapet with additional safety provisions for pedestrians and/or other road users
4.14
wheel base
distance between the centres of tyre contact of the two wheels on the same side of the vehicle, projected onto
the longitudinal centreline of the vehicle
NOTE
For vehicles with more than two axles, the wheel bases between extreme axles.
BS EN 1317-1:2010
EN 1317-1:2010 (E)
Figure 2 Examples of wheel base

4.15
wheel track
distance between the centre of tyre contact of the two wheels of an axle, projected on to the YZ plane
NOTE
In the case of dual wheels, it is the point centrally located between the centres of tyre contact of the two wheels of
the dual axle.
Figure 3 Examples of wheel track

4.16
centre of tyre contact
P centre of tyre contact (or central plane between two tyres for dual axle vehicles)
NOTE
See Figure 4.
BS EN 1317-1:2010
EN 1317-1:2010 (E)
Key
A
G
M
R
P
Wheel Spin Axis

Ground Plane
Wheel Mid Plane
Projection of A on G
Centre of Tyre Contract
Figure 4 Centre of tyre contact
4.17
anthropomorphic test device
th
anthropomorphic device representative of a 50 percentile adult male, specifically designed to represent in form,
size and mass, a vehicle occupant, and to reproduce the dynamic behaviour of an occupant in crash testing
4.18
removable barrier section
section of a barrier connected at both ends to permanent barriers in order to be removed or displaced wholly or in
parts that allows a horizontal opening to be provided
4.19
pre-tensioned system
main longitudinal element(s) of a barrier pre-tensioned to obtain the design performance
Test methods
5.1 Test site

The vehicle approach and exit box areas shall be generally flat with a gradient not exceeding 2,5 %. It shall have
a level hardened paved surface and shall be clear of dust, debris, standing water, ice or snow at the time of the
test. It shall be of sufficient size to enable the test vehicle to be accelerated up to the required speed and
controlled so that its approach to and exit from the vehicle restraint system is stable.
Dimensioned sketch plan(s) of the test area shall be included in the test report which shall show the testing area
including the road restraint product tested, position of all cameras, path of the vehicle, impact point and the
dimensioned locations for all test item parts exceeding 2,0 kg that broke away during the test. For tests which
have been performed prior to EN 1317-1:2010, such dimensioned sketch plans are not obligatory.
10
BS EN 1317-1:2010
EN 1317-1:2010 (E)
During certain tests, such as a vehicle parapet test, where a bridge deck installation is used, the test vehicle
and/or barrier shall not in any way touch or take advantage of structures which will not be present on the final
bridge installation; i.e. if the vehicle drops down behind the bridge installation, it shall not touch soil or supporting
devices.
The dimensions of the edge detail shall be sufficient to demonstrate the actual performance of the vehicle and
the tested system on the edge of a bridge, or structure.
The test shall demonstrate the minimum width of structure behind the traffic face of the vehicle parapet that is
required to safely contain and redirect the vehicle.
For tests in accordance with EN 1317-2, EN 1317-3 or ENV 1317-4, the paved area shall be sufficient to allow
the vehicle exit characteristics to be evaluated.
Appropriate measures shall be taken in order to minimise dust generation from the test area and the test vehicle
during the impact test so that photographic records will not be obscured.
Appropriate measures shall be taken to ensure that in the exit area the test vehicle does not collide with any
independent obstruction which could cause additional deformation of the test vehicle thereby precluding the
accurate measurement of the vehicle cockpit deformation index (VCDI) (see 8.2).
Foundations, anchorages and fixings shall perform according to the design of the vehicle restraint system. The
vehicle restraint system's manufacturer shall provide details of the maximum forces which can be transmitted by
anchorages to the foundation. Such maximum forces shall be those generated at the ultimate failure of the
vehicle restraint system including vehicle parapet by any conceivable impact, and shall normally be greater than
those that can be measured during the impact. Hence the ultimate forces which can be transmitted to the bridge
deck shall be obtained by calculations or by ad-hoc tests.
The forces on anchorages or on the bridge may be measured during the test and reported in 5.2 of the test
report.
5.2 Test vehicles

5.2.1
General
The vehicles to be used in the tests shall be production models and, for vehicles up to and including 1 500 kg,
shall be representative of current traffic in Europe. All vehicles used for impact testing to this standard shall have
characteristics and dimensions within the vehicle specifications defined in Table 1.
The tyres shall be inflated to the vehicle manufacturer's recommended pressures. The condition of the vehicle
shall satisfy the requirements for the issue of a vehicle certificate of road worthiness with respect to tyres,
suspension, wheel alignment and bodywork. No repairs or modifications, including reinforcement, shall be made
that would alter the general characteristics of the vehicle or invalidate such a certification. Any repairs shall
conform to the original vehicle specification as defined by the vehicle manufacturer. The vehicle shall be clean
and mud or deposits, which may cause dust on impact shall be removed prior to testing. Marker points shall be
placed on external surfaces of the test vehicle to aid analysis.
The vehicle shall not be restrained by the control of the steering or any other means during impact and whilst the
vehicle is in the exit area (e.g. engine power, braking, anti lock brakes, blocking or fixing).
5.2.2
Loading conditions
All fluids shall be included in the test inertial mass.

All ballast weights shall be securely fixed to the vehicle in such a way as not to exceed the manufacturer's
specifications for distribution of weight in the horizontal and vertical planes.
11
BS EN 1317-1:2010
EN 1317-1:2010 (E)
Ballast weights shall not be fixed in locations, which would modify the deformation of, or intrusions into, the
vehicle.
The permissible axle weights of the vehicles shall not be exceeded when loaded.
Vehicle specifications under test conditions shall be as specified in Table 1.
Table 1 Vehicle specifications
MASS
kg
Total mass
900
40
1 300
65
1 500
75
10 000
300
13 000
400
16 000
500
30 000
900
38 000
1 100
Test inertial massa
825
40
1 300
65
1 500
75
10 000
300
13 000
400
16 000
500
30 000
900
38 000
1 100
Including maximum ballastb
100
160
180
Not
applicable
Not
applicable
Not
applicable
Not
applicable
Not
applicable
78 4
Not
required
Not
required
Not
required
Not
required
Not
required
Not
required
Not
required
1,35
1,40
1,50
2,00
2,00
2,00
2,00
2,00
Wheel radius
(unloaded)
Not
applicable
Not
applicable
Not
applicable
0,46
0,52
0,52
0,55
0,55
Wheel base
(between extreme axles)
CENTRE OF MASS
LOCATIONc d
m
Not
applicable
Not
applicable
Not
applicable
4,60
6,50
5,90
6,70
11,25
0,90
1,10
1,24
2,70
3,80
3,10
4,14
6,20
0,07
0,07
0,08
0,10
0,10
0,10
0,10
0,10
0,49
0,53
0,53
Not
applicable
Not
applicable
Not
applicable
Not
applicable
Not
applicable
ATD installed
DIMENSIONS
m
(Limit deviation 15 %)
Wheel track
(front and rear)
Longitudinal distance
front axle (CGX) 10 %
from
Lateral distance from vehicle

centre line (CGY)
Height above ground (CGZ):
Vehicle mass ( 10 %)
Load (+ 15 %, - 5 %)
Not
applicable
Not
applicable
Not
applicable
1,50
1,40
1,60
1,90
1,90
TYPE OF VEHICLE
Car
Car
Car
Rigid
HGV
Bus
Rigid
HGV
Rigid
HGV
Articulated
HGV
1S + 1
1S + 1
1S + 1
1S + 1
1S + 1
1S + 1/2
2S + 2
1S + 3/4
Number of axlese
a
Including load for heavy goods vehicles (HGV).
Including measuring and recording equipment.
The vehicles centre of mass shall be determined when the ATD is not in the car.
The centre of mass of vehicles with two axles shall be determined in conformity with ISO 10392.
S: steering axle.
12
BS EN 1317-1:2010
EN 1317-1:2010 (E)
Vehicle Instrumentation
6.1 Vehicle Instrumentation required for the calculation of ASI and THIV
The vehicle shall be fitted with, as a minimum, one accelerometer for measurement in the longitudinal (forward)
direction, one for the lateral (sideways) direction, one for the vertical direction (downward) and optionally an
angular velocity sensor (rate sensor). The accelerometers shall be mounted at a single point (P) on the tunnel
close to the vertical projection of vehicle centre of mass of the undeformed vehicle, but no further than 70 mm
longitudinally and 40 mm laterally from the centre of mass.
Measurements made before EN 1317-1:2010, with accelerometers fixed to an installation close to the centre of
mass are accepted.
Experience shows that, due to physical constraints, the actual placement of the set of accelerometers may be
offset more than 70 mm from the centre of mass; then, significant differences can occur between measured
accelerations and those at the centre of mass, due to angular motions. In these cases a second set of
accelerometers shall be placed along the longitudinal axis and the process outlined in 6.3 shall be implemented.
Yaw angle shall be measured within a tolerance of 4, by integration of yaw rate or by other means. The
sampling interval shall not exceed 50 ms. The yaw rate sensor shall be mounted in any rigid location, since the
angular rates are the same in any point of a rigid body.
6.2 Frequency requirements

The transducers, filters and recording channels shall comply with the frequency class specified in Clause 7; that
is a frequency class of CFC_180 for acceleration and angular velocity channels. (Data filtered to CFC_60 may be
used for graphical plotting of acceleration data.) They shall also conform to ISO 6487.
This filter specification implies that the data shall be sampled at a sampling interval of at least 2 kHz.
Since the data will be filtered by recursive (Butterworth) filters, more data should be collected than is specifically
required by the analysis. A recursive filter always produces "starting transients" at the beginning and end of the
data, and requires time to "settle down". An additional 500 ms of data shall be collected at the beginning and end
of the data; this extra data can then be discarded after filtering.
As well as specifying the sampling rate and filter frequency, the channel amplitude class (CAC) for each of the
accelerometers and the rate gyro shall be specified, to ensure that the outputs from transducers and the
recording system are not "clipped", while still producing maxima which are a reasonable fraction of "full scale", to
avoid excessive "quantisation" in the digitising process. Suitable values of CAC shall be selected after inspection
of a range of test data and reported in the test report.
An event indicator shall be used to signal the moment of first vehicle contact with the vehicle restraint system.
6.3 Compensation for instrumentation displaced from the vehicle centre of mass
Vehicular accelerations shall be used in the assessment of test results through ASI, THIV and the flail space
model. The set of accelerometers should be placed as close as possible to the vehicle centre of mass (point P)
but no further than 70 mm longitudinally and 40 mm laterally from the centre of mass. However experience shows
that this cannot always be done, due to physical constraints within the vehicle. As a result, actual placement of
the set of accelerometers can be offset more than 70 mm from the centre of mass; then, depending on the offset,
significant differences can occur between measured accelerations and those at the centre of mass, due to
angular motions.
These differences can be minimized by the use of additional instrumentation. Therefore in addition to the basic
set of three accelerometers, a second tri-axial set shall be placed along the x (longitudinal) axis, as shown in
Figure 5.
13
BS EN 1317-1:2010
EN 1317-1:2010 (E)
With reference to Figure 5, point Q is located along the x axis at a distance x from point P (close to the centre of
mass). Following the sign convention in Figure 5, x is positive if point Q is forward of the centre of mass, and
negative if it is behind.
Key
1 pitch
2 roll
3 yaw
Figure 5 Positive sign convention and accelerometer location
axQ = axP x( y2 + z2 )
a yQ = a yP + x(& z + x y )
(1)
a zQ = a zP x(& y x z )
where
a xQ , a yQ , a zQ
are the longitudinal, lateral, and vertical accelerations of point Q;
a xP , a yP , azP
are the longitudinal, lateral and vertical accelerations of the point P (origin of co-ordinate
system);
x , y ,z
are the roll, pitch and yaw rates (Equation (1) holds if P and Q are points of a rigid body
and if point Q is on the x axis).
If two different points, Q1 and Q2, are defined at different locations on the x axis, and the quantities measured at
these points are given the subscripts 1 and 2 respectively, then the accelerations at these points shall be given
by:
ax1 = axP x1 ( y2 + z2 )
14
BS EN 1317-1:2010
EN 1317-1:2010 (E)
a x 2 = a xP x2 ( y2 + z2 )
a y1 = a yP + x1 (& z + x y )
a y 2 = a yP + x2 (& z + x y )
(2)
a z1 = a zP x1 (& y x z )
a z 2 = azP x2 (& y x z )
From Equation (2) the accelerations of the point P shall be computed as follows:
a xP =
a yP =
a zP =
x1a x 2 x2 ax1
x1 x2
x1a y 2 x2 a y1
x1 x2
(3)
x1a z 2 x2 a z1
x1 x2
NOTE
Equation (1) is valid for any orientation of the x axis, hence Equation (3) applies only if the three points P, Q1 and
Q2 belong to the same straight line in any direction.
Data Processing and Analysis
The raw test data recorded using the instrumentation prescribed within Clause 6 shall be processed using the
procedures given in Figure 6.
15
BS EN 1317-1:2010
EN 1317-1:2010 (E)
Angular Rate Sensor yaw (pitch, roll)

Accelerometers x, y, z
Sign Convention SAE J211
Specification - Range
Linearity
Frequency Response
Resonant Frequency
Transverse Sensitivity
Calibration
Transducers
Accelerometers
Angular Rate
Sensors (Gyros)
ISO 6487, SAE J211 apply

Sampling Rate (min 2kHz)
Anti-aliasing filter
CAC for transducers
DAU Specification linearity of amplifiers
frequency response
phase shift between channels
resolution (12 bit)
Data Acquisition Unit

(Sampling rate)
(anti-aliasing filter)
(channel CACs)
(total time period of
recording [in secs])
Digital Data
(raw data)
Offset removal
ISO 6487 for appropriate CFC and

definition of CFC
Filter data at
CFC _180
Filter data at
CFC_60
Calculate:
1 ASI
[EN 1317-1:2010; 8.1.2]
2 THIV
[EN 1317-1:2010; 8.1.3]
Plot Graphs of: vehicle yaw, &

accelerations in x, y and z
3 THIV event time

[EN 1317-1:2010; 8.1.3]
Record values of:

1 ASI
2 THIV
3 THIV event time
in the test report with the
data filters used on the
raw data clearly indicated.
ASI to 1 decimal place;
THIV to nearest whole
number
Figure 6 Data Processing Flow Diagram

Data recorded during the last 6 m of vehicle travel before the initial impact with the VRS shall be used to
determine the offset removal. The mean average of at least 100 consecutive samples shall be taken from this
data set.
16
BS EN 1317-1:2010
EN 1317-1:2010 (E)
Test Results and Calculations
8.1 Severity Indices

8.1.1
General
Severity indices ASI and THIV shall be computed using the vehicle instrumentation as specified in 6.1 and 6.2
and by following the procedures in 8.1.2 and 8.1.3. These values shall be quoted in the test report.
8.1.2
a)
Summary of the procedure to compute ASI
Record the measures of the three components

instrumentation.
Ax, Ay, Az of vehicle acceleration with the prescribed
In general such measures are stored on a magnetic support media, as three series of N numbers, sampled
at a certain sampling rate S (samples per second).
For three such measurement series:
Ax (1), Ax (2 ),...., Ax (k 1), Ax (k ), Ax (k + 1),...., Ax (N )

Ay (1), Ay (2),...., Ay (k 1), Ay (k ), Ay (k + 1),...., Ay (N )
Az (1), Az (2),...., Az (k 1), Az (k ), Az (k + 1),...., Az ( N )
the acceleration of gravity g shall be the unit of measurement.
b)
Filter data with a four-pole phaseless Butterworth digital filter, performing the following steps:
1)
Evaluation of coefficients:
T = 1/S = sampling period in seconds (s);

CFR = 13 Hz = filter cut-off frequency.
wd = 2 CFR
T
sin wd
T
2
wa =
= tan wd
T
2
cos wd
2
wa2
a0 =
1 + 2 wa + wa2
a1 = 2 a 0
a2 = a0
b1 =
2 wa2 1
(1 +
2 wa + wa2
(4)
)
17
BS EN 1317-1:2010
EN 1317-1:2010 (E)
b2 =
( 1 + 2w w )
(1 + 2w + w )
2
a
2
a
2)
For each of the three acceleration components: if:

th
X(k) is the k element of any series of measurements; and

th
Y(k) is the k element of the filtered series,

Y (k ) = a0 X (k ) + a1 X (k 1) + a2 X (k 2 ) + b1Y (k 1) + b2Y (k 2)
(5)
where the coefficients a0, a1, a2, b1 and b2 shall be computed with (4).
Equation (5) is a two-pole filter. To perform a four-pole phaseless filter data shall pass through the filter twice.
Passing data through the filter forward and then backwards through the filter will not phase shift the data.
Startup of the digital filter yields the same response as switching a signal into the input of an analog filter. The
digital filter algorithm sees nonzero initial data as a step function, and it responds with a typical under-damped
second-order response. If the data set to be filtered contains sufficient pre-event and post-event data, then the
initial conditions may be ignored because the filter response to the initial step input will have damped out before
the event begins. A minimum of 500 ms of pre-contact data and 500 ms of post-event data shall be recorded for
this purpose.
c)
Compute ASI as a function of time:

ASI(k) =
[(A
12) + (Ay 9 ) + (Az 10)

2
2 0 ,5
(6)
where
Ax , Ay , Az are the filtered components of vehicle acceleration.

d)
Find ASI as the maximum of the series of the ASI(k).
e)
Calculate ASI to at least two decimal places and report to one decimal place by mathematical rounding, i.e.
1,44 = 1,4, 1,45 = 1,5.
8.1.3
Procedure to compute THIV
8.1.3.1 General
The theoretical head impact velocity (THIV) concept has been developed for assessing occupant impact severity
for vehicles involved in collisions with road vehicle restraint systems. The occupant is considered to be a freely
moving object (head) that, as the vehicle changes its speed during contact with the vehicle restraint system,
continues moving until it strikes a surface within the interior of the vehicle. The magnitude of the velocity of the
theoretical head impact is considered to be a measure of the vehicle to vehicle restraint system impact severity.
8.1.3.2 Theoretical head impact velocity (THIV)
It can be assumed that at the beginning of the contact of the vehicle to the restraint system, both the vehicle and
the theoretical head have the same horizontal velocity V0, vehicle motion being purely translational.
During impact the vehicle is assumed to move only in a horizontal plane, because high levels of pitch, roll or
vertical motion are not of prime importance, unless the vehicle overturns, in which case the test shall be not
18
BS EN 1317-1:2010
EN 1317-1:2010 (E)
acceptable. This extreme event does not need to be considered, as in this case the decision to reject the
candidate system will be taken on the basis of visual observation or photographic recording.
Key
Theoretical Head
1
Figure 7 Vehicle and ground reference frames
Two (right handed) reference frames shall be used, as indicated in Figure 7:
a)
a "vehicle" reference frame Cxy, x being longitudinal (positive forwards) and y transverse (positive to the
right). This frame moves with the vehicle, so that the origin C is a fixed point within the vehicle close to, but
not necessarily coincident with, the centre of mass, where two accelerometers and a yaw rate sensor are
installed. This reference frame does not rotate around the x (roll) or y (pitch) axes, but is free to rotate
around the z (yaw) axis as the vehicle rotates so that at time t it makes an angle (positive clockwise viewed
from above) with the initial direction at t = 0.
The vehicle is free to rotate around all three axes, but the analysis assumes that roll (x axis) and pitch (y
axis) rotations are small, so that rotation effectively only occurs around the z axis. In this case, the measured
2
accelerations, in metres per square second (m/s ), recorded by the accelerometers at point C are ax and ay in
the x and y directions respectively, while the rate of yaw & (radians per second) may be measured by a
sensor at the same location. The measured accelerations ax and ay are not equal to x&&c and y&&c . The latter
relate to the second differentials of the positions of the vehicle within the reference frame, which are zero,
since the vehicle is fixed to the frame;
b)
a "moving ground" reference frame CXY which is coincident with the "vehicle" axis at time t = 0, and initially
moves with the same velocity as the vehicle. This axis is "inertial", i.e. it moves without acceleration at
constant velocity, and does not rotate. It should be noted that although both reference frames are initially
moving with the vehicle initial velocity V0, the analysis is concerned purely with velocity changes relative to
this initial velocity, and so the value of the initial velocity does not enter into the calculations.
Since the freely moving head does not accelerate before it strikes a surface within the vehicle, its co-ordinates in
the ground reference frame shall remain constant during the free-flight phase of its motion.
19
BS EN 1317-1:2010
EN 1317-1:2010 (E)
8.1.3.3 Vehicle motion (in the moving but non-rotating ground co-ordinates)
Initial conditions at time t = 0:
X C = 0
&
X C = 0
YC = 0
Y&C = 0
=0
& = 0
(7)
The yaw angle shall be measured from the recording of a suitable overhead camera, or it shall be computed by
integration of the yaw rate & or other suitable means:
t
(t ) = & dt
(8)
Then, from the components of vehicle acceleration in ground reference:
X&& C = a x cos a y sin

&&
YC = a x sin + a y cos
(9)
Vehicle velocity and position shall be computed by integration:

t
X& C = X&& C dt
t
&
&&
YC = YC dt
0
(10)
X C = X& C dt
&
YC = YC dt
0
(11)
8.1.3.4 Theoretical head motion relative to ground (frame of reference)

The initial conditions of the head relative to the "moving ground" axes relate to its initial position in the vehicle
(the frames of reference were defined to be coincident at t = 0). x0 and y0 are the initial x and y distances of the
head from C at t = 0 (y0 is usually taken to be 0). The subscript b shall be used to denote "head", and (0) denotes
"at t = 0".
X b (0) = x0
&
X b (0) = 0
Yb (0) = y0
Y& (0) = 0
(12)
Since the head is in free (non-accelerated) flight, and the "ground" frame of reference is non-accelerated and has
a velocity equal to the vehicle velocity at t = 0, the head retains its position and velocity in the "ground" frame,
until it impacts the vehicle interior. Similarly, because the "vehicle" co-ordinates are fixed relative to the vehicle,
the displacement and velocity of the vehicle shall be always zero in "vehicle" co-ordinates. The displacement
20
BS EN 1317-1:2010
EN 1317-1:2010 (E)
(from the initial position) and velocity of the head relative to the vehicle is therefore the negative of the position
and velocity of the vehicle relative to ground co-ordinates.
X b = x0 X C ; X& b = X& C
Y = y Y ; Y& = Y&
b
(13)
8.1.3.5 Theoretical head motion relative to vehicle

The displacement co-ordinates of the theoretical head with respect to the vehicle reference frame can therefore
be computed from the displacement of the vehicle relative to the "ground" co-ordinates, using the equations:
t
xb (t ) = ( x0 X c ) cos + ( y0 Yc ) sin
X c = X& c dt
0
y b (t) = (x 0 X c )sin + (y 0 Yc )cos
Yc = Y&c dt
(14)
The velocity co-ordinates of the theoretical head with respect to the vehicle reference frame are:
x&b (t ) = X& c cos Y&c sin + yb (t )&

y& (t ) = X& sin Y& cos x (t )&
b
(15)
The terms xb (t )& and yb (t )& arise from the velocity of a point in the rotating frame of reference at a point with
co-ordinates ( xb , yb ) in that frame. The angular rate term & shall be measured in radians per second (rad/s) and
not degrees per second (/s). These velocities shall be subtracted from the velocities of the head in the ground
(non-rotating) frame, in order to find the velocities of the head relative to the vehicle (rotating) frame.
8.1.3.6 Time of flight
The notional impact surfaces inside the vehicle are assumed to be flat and perpendicular to the vehicle x and y
axes (see Figure 8). The distances of such surfaces from the original head position (flail distances) shall be Dx
forward and Dy laterally on both sides.
21
BS EN 1317-1:2010
EN 1317-1:2010 (E)
Figure 8 Impact of the theoretical head on the left side

The time of flight of the theoretical head is the time of impact on one of the three notional surfaces in Figure 6, i.e.
the shortest time T when one of the three following equalities shall be satisfied:
xb (T ) = D x + x 0 ;
or y b (T ) = D y ; or y b (T )= D y
(16)
The standard values of the flail distances shall be:
Dx = 0,6 m;
Dy = 0,3 m.
8.1.3.7 Value of THIV

Finally, the theoretical head impact velocity shall be the velocity of the head at time T, i.e.:
THIV = [Vx2 (T ) + V y2 (T )]0,5
where
22
(17)
BS EN 1317-1:2010
EN 1317-1:2010 (E)
Vx (T ) = x&b (T ) and V y (T ) = y& b (T )

Calculate THIV to at least one decimal place and report to zero decimal place by mathematical rounding, i.e.
33,4 = 33; 33,5 = 34.
8.1.3.8 Summary of the procedure to compute THIV
a)
Record the vehicle accelerations and yaw rate, and store in digital form at the sample rate S. The data
recording shall start at least 500 ms before contact with the vehicle restraint system. Before starting the
analysis, it may be necessary to remove any zero biases in the data by a suitable method using the preimpact data. The data shall then be filtered, as specified in Clause 7.
b)
Interpolate linearly between the measured values of yaw angle to obtain yaw angle data at the same
sampling rate as the other recorded data, or alternatively integrate the yaw rate by using the integration
routine in suitable analysis software, or alternatively by using a suitable integration algorithm software
(Equation (18)).
= &dt
c)
(18)
Compute the vehicle acceleration in "ground" (non-rotating) co-ordinates (Equation (19)).
X&& C = a x cos a y sin

Y&&C = a x sin + a y cos
d)
(19)
Integrate the vehicle acceleration in "ground" (non-rotating) co-ordinates (Equations (20) and (21)).
-2
NOTE
Before carrying out the integrations, the accelerations must be in units of "ms " and not "g". If the original
-2
recording was in units of "g", the accelerations should be multiplied by 9,81 to give "ms ".
t
X& C = X&& C dt
t
&
&&
YC = YC dt
(20)
X C = X& C dt
&
YC = YC dt
(21)
e)
Compute the position and velocity of the theoretical head relative to vehicle based (rotating) co-ordinates
(Equations (22) and (23)).
t
xb (t ) = ( x0 X c ) cos + ( y0 Yc ) sin
X c = X& c dt
0
23
BS EN 1317-1:2010
EN 1317-1:2010 (E)
y b (t) = (x 0 X c )sin + (y 0 Yc )cos
& dt
Yc = Y
c
(22)
The velocity co-ordinates of the theoretical head with respect to the vehicle reference frame shall be:
x&b (t ) = X& c cos Y&c sin + yb (t )&

y& (t ) = X& sin Y& cos x (t )&
b
f)
Find the minimum value of t for which one of the three following equations is satisfied:
x b (t) = D x + x 0 ;
g)
yb (t ) = D y ;
y b (t ) = D y
(24)
Compute:
THIV = x&b2 (t ) + y& b2 (t )

h)
(23)
1/ 2
(25)
Calculate THIV to at least one decimal place in kilometres per hour (km/h) and report to 0 decimal place by
mathematical rounding, i.e. 33,4 = 33; 33,5 = 34.
8.2 Vehicle cockpit deformation index (VCDI)

8.2.1
Deformation
The purpose of this index is to report a standard description of the deformation of vehicle interior, to help the
understanding of the severity of the impact and shall reflect damage to the vehicle caused by the impact with the
vehicle restraint system, and not any secondary impacts.
VCDI shall only be determined for cars.
This index designates both the location and the extent of the deformation of the cockpit, and shall consist of two
alphabetic characters plus seven numeric characters, in the following form:
XXabcdefg
The accuracy in distance measurements shall be 0,02 m.
8.2.2
Location of the deformation
The location of cockpit deformation shall be indicated by the first two alphabetic characters, as indicated in
Figure 9.
If no cockpit deformation can be identified then the first two alphabetic characters shall be ND (No Deformation).
24
BS EN 1317-1:2010
EN 1317-1:2010 (E)
a) All seats: XX = AS
b) Front seats :XX = FS; Back seats : XX = BS
c) Right seats : XX = RS; Left seats : XX = LS
d) Right front : XX = RF; Right back : XX = RB

Left front : XX = LF; Left back : XX = LB
Figure 9 Location of cockpit deformation

8.2.3
Extent of the deformation
The seven sub-indices a, b, c, d, e, f and g shall indicate the percentage of reduction of seven interior dimensions
(see Figure 10).
25
BS EN 1317-1:2010
EN 1317-1:2010 (E)
Key
a
Minimum distance between the dashboard and the top of rear seat
Minimum distance between the roof and the floor panel
Minimum distance between the rear seat and the motor panel
Minimum distance between the lower dashboard and the floor panel
Minimum interior width between the right and left lower edges of the windows
Minimum distance between the lower edge of right window and the upper edge of left window
Minimum distance between the lower edge of left window and the upper edge of right window
Figure 10 Interior dimensions
Sub-indices a, b, c and d shall be measured on the right, on the left or on the centreline of the vehicle, whichever
gives the largest deformation.
Sub-indices e, f and g shall be measured at the front, in the middle or in the back of the cockpit, whichever gives
the largest deformation.
The value of each of the seven numeric sub-indices shall be determined by the following scale:
0 if the reduction is less than or equal to 3 %;

1 if the reduction is more than 3 % and less or equal to 10 %;
2 if the reduction is more than 10 % and less or equal to 20%;
3 if the reduction is more than 20 %, or cannot be measured due to deformation.
When the reductions exceed 10 %, photographic description of the deformed parts shall be included in the test
report.
Any increases shall be reported as "0".
26
BS EN 1317-1:2010
EN 1317-1:2010 (E)
8.2.4
a)
Examples (informative)
Example 1
Measurement
before crash test
Measurement
after crash test
cm
163,5
105,5
128,5
32,0
129,0
126,0
126,0
cm
161,5
104,5
123,0
34,0
126,0
130,0
130
a
b
c
d
e
f
g
Reduction
less than
3%
Reduction
more than
3 % and
less or equal
to 10 %
Reduction
more than
10 % and
less or equal
to 20 %
Reduction
more than
20 %, or
cannot be
measured
Reduction
more than
10 % and
less or equal
to 20 %
Reduction
more than
20 %, or
cannot be
measured
VCDI = RS0010000
b)
Example 2
a
b
c
d
e
f
g
Measurement
before crash test
Measurement
after crash test
cm
169,0
104,5
127,5
31,0
129,0
125,5
125,5
cm
164,0
105,0
107,0
20,0
128,5
128,0
127,0
Reduction
less than
3%
Reduction
more than
3 % and
less or equal
to 10 %
VCDI = RS0023000
27
BS EN 1317-1:2010
EN 1317-1:2010 (E)
Annex A
(informative)
Calculation of the acceleration severity index (ASI)
The acceleration severity index ASI is a function of time, computed using the following equation:
ASI (t ) = (a x / a x ) 2 + ( a y / a y ) 2 + a z / a z ) 2
0 ,5
(A.1)
where
a x , a y and a z are limit values for the components of the acceleration along the body axes x, y, and z ;
a x , a y and a z are the components of the acceleration, filtered with a four-pole phaseless Butterworth lowpass digital filter, having a cut-off frequency of 13 Hz.
The index ASI is intended to give a measure of the severity of the motion for a person within a vehicle during an
impact with a road restraint system.
The low-pass filtering takes into account the fact that vehicle accelerations can be transmitted to the occupant
body through relatively soft contacts, which cannot pass the highest frequencies. The use of the four-pole
phaseless Butterworth filter, instead of the previous 50 ms moving average, has been introduced to reduce the
scatter of results by reducing the sensitivity to the vibrations of the accelerometer mounting. The value of 13 Hz
for the cut-off frequency has been chosen because, on average, it does not change the ASI value computed with
the previous procedure.
Equation (A.1) is the simplest possible interaction equation of three variables x, y and z: If any two components of
vehicle acceleration are null, ASI reaches its limit value of 1 when the third component reaches its limit
acceleration; but when two or three components are non null ASI may be 1 with the single components well
below the relevant limits.
The limit accelerations are interpreted as the values below which passenger risk is very small (light injures if any).
For passengers wearing safety belts, the generally used limit accelerations are:
a x = 12 g , a y = 9 g , a z = 10 g
(A.2)
where
g = 9,81 ms-2 is the reference for the acceleration.

Equation (A.1) ASI is a non-dimensional quantity, which is a scalar function of time, and in general of the selected
vehicle point, having only positive values. The more ASI exceeds unity, the more the risk for the occupant in that
point exceeds the safety limits; therefore the maximum value attained by ASI in a collision is assumed as a single
measure of the severity, or:
ASI = max [ASI(t)]
28
(A.3)
BS EN 1317-1:2010
EN 1317-1:2010 (E)
Annex B
(informative)
Vehicle acceleration - Measurement and calculation methods
B.1 Introduction
During an impact the acceleration of a vehicle can vary from one point to another of the vehicle itself due to
angular velocities and angular accelerations. So the measure taken in a single point may not be enough to
determine the complete acceleration field within the vehicle.
In general, during a collision there is an internal portion of the vehicle that remains more or less rigid, apart from
structural vibrations which are largely filtered out when a suitable low pass filter is applied.
This Annex presents two methods for determining the complete acceleration of the vehicle, considered as a rigid
body, at a certain time, from measures taken at the same time. The sensors for these measures should be
mounted in locally stiff points of the part of vehicle structure that behaves rigidly.
Knowledge of the complete acceleration field of the vehicle may be needed for computing the acceleration of
different points of the vehicle, or to reconstruct vehicle path by integration.
B.2 Acceleration in a rigid body

The acceleration
pa
pa
of any point P of a rigid body may be expressed in vector notation as:
= c a + & R + ( R)
(B.1)
where
pa x
a
p a p y is the acceleration of the generic point P;
a
p z
c a x
a
a
c c y is the acceleration of a datum point C;
a
c z
x

y
is the angular velocity of the rigid body;
z
R = P - C is the radius vector from point C to point P;
29
BS EN 1317-1:2010
EN 1317-1:2010 (E)
Alternatively Equation (B.1) can be also put in the form:
a = c a + & R + (.R ) - (. )R
(B.2)
where the point represents scalar product, the dot represents derivation with respect to time, and the symbol
the vector product.
Equation (B.1) can also be written in matrix notation as:
{p a}= {c a}+ [A]{R}
(B.3)
where
y2 z2
[A] = x y + & z
&
y
x z
x y & z
x2
z2
y z + & x
x z + & y
y z & x
x2 y2
(B.4)
and {R} is the column matrix
R x
{R} = R y
(B.5)
R z
Then to know the acceleration
pa
of any point of a rigid body at a certain time t, one needs either to measure the
acceleration components a x , a y , a z at exactly that point, or to measure the acceleration components at some
other point at a distance R from the point P, together with the angular velocity components of the body x , y ,
z , and the angular acceleration components & x , & Y , & z . At first sight it would appear that nine quantities need
to be measured. However, angular acceleration and angular velocity are time series, and are not independent.
Since both angular velocity and angular acceleration are vectors (unlike angle), the angular acceleration
components can be obtained by simple differentiation of the angular velocity components or angular velocity can
be obtained by simple integration of the angular acceleration components. It is therefore necessary to obtain the
values of only six quantities, three linear acceleration components and three angular components (velocity or
acceleration) in order to be able to calculate the acceleration at any point in a rigid body.
B.3 Methods of measuring rigid body motion

In principle it is necessary to use only six sensors to obtain values for the six quantities. The quantities can be
calculated either entirely from acceleration measurements, or from a combination of acceleration and angular
measurements.
The simplest and most direct method with current technology is to use three linear accelerometers and three
angular velocity sensors. These measurements provide the required quantities directly, with angular acceleration
being obtained by differentiation of the angular velocity.
The derivation of angular motion entirely from acceleration measurements is more complicated, and can pose
some significant problems. In principle it is possible to obtain all the necessary data from the results of six linear
acceleration measurements, with accelerometers suitably located and orientated within the body. The problem is
30
BS EN 1317-1:2010
EN 1317-1:2010 (E)
that the equations for the derivation of angular acceleration include angular velocity terms ( x y , etc.; in
Equation (B.3)). These are in turn derived from the angular accelerations ( x , x ) derived from previous time
steps of the calculation. The process is unstable, and a small error in any of these terms rapidly amplifies,
causing major errors unless the overall calculation is limited to a very short time interval.
An alternative method has been developed using nine accelerometers, described by Padgaonkar et al. This
shows that, if the accelerometers are correctly located and oriented, the terms in angular velocity can be
eliminated from the equations, and so the angular accelerations can be expressed directly in terms of
accelerometer outputs. The angular velocities can subsequently be obtained by integration, but these angular
velocities are not fed back into the derivation of angular acceleration, so the solutions are stable.
If complete freedom of location of accelerometers is required, then it is necessary to be able to calculate all nine
elements of the transform matrix A (Equation (B.4)) separately, which (together with calculation of the three linear
accelerations) requires outputs from no less than twelve accelerometers. This is becoming very cumbersome,
both in terms of provision of sensors and calculation, and is not recommended.
Any attempt to use one of the methods described above should note that:
a)
If the vehicle undergoes significant rotation around the roll or pitch axes, the orientation of accelerometers
relative to gravity will change, so the accelerometer outputs will include a component of gravity as well as the
acceleration relative to the ground. Gravity will have no effect on calculations of angular motion, but if the
results are used for path reconstruction the effects of gravity can be very significant, and should be included
in the calculations. The simplest way to do this is to use the principle of equivalence; add a bias of 1 g
upward acceleration to the (initially) vertical accelerometer, and then relate the motion of the vehicle to a set
of "ground" axes also accelerating upwards at 1 g.
b)
Although double integration of linear acceleration has been used with great success in aircraft inertial
navigators, using very high quality accelerometers, the crash hardened accelerometers used in impact tests
have limited accuracy, both in terms of initial bias errors (where the accuracy is fundamentally limited by the
resolution normally available in the digitiser), and scale errors, normally of the order of 1 %. The accuracy in
displacements calculated by double integration of the output from crash accelerometers deteriorates rapidly
with increasing time. The method should not normally be used for trajectories lasting much more than a few
seconds. It is always desirable to carry out an error analysis for any particular installation.
B.4 Measurement by six linear and three angular transducers

This method requires six linear accelerometers plus three angular rate transducers. Three linear accelerometers
and the angular velocity sensors are placed, on a single block, in the datum point C. The three linear
accelerometers and the three angular velocity transducers are oriented as the vehicle axes x, y and z.
This gives a direct measure of ca and ; so only three unknowns remain to be determined, i.e. the components of
& . These can be obtained by adding only three linear accelerometers, as follows.
Put each of the latter three accelerometers in point iP, with the alignment specified by the unit vector in (i = 1, 2,
3); upon scalar multiplication by in, Equation (B.2) takes the form:
im.
= Pi
(B.6)
where
iR
= iP C
im
= iR in;
is the position vector of iP;
Pi = ai cai (.iR)i + (.)Ri;
31
BS EN 1317-1:2010
EN 1317-1:2010 (E)
ai = ia.in
is the measure from the sensor in point iP;
cai
= ca.in
is the component of ca in the direction of in;
i = .in
is the component of in the direction of in;
Ri =iR.in
is the component of iR in the direction of in.
Putting together Equation (B.6) for the measures of the latter three transducers the following final form is
obtained:
[M ]{& } = {p}
(B.7)
where
1 mx
[M ] = 2 mx
3 mx
1my
2 my
3 my
& x

& } = & y ;
2 m z ; {
&
3 mz
y
1 mz
px
{p} = p y
p
z
(B.8)
From Equation (B.7) the angular acceleration is found in the form:
{& } = [M ]1{p}
(B.9)
Such a solution is possible only if matrix [M] is non singular, and this requires that the points iP and the
orientations i n(i = 1,2,3) of the sensor be carefully selected.
With this all the nine kinematic parameters, i.e. {c a}, {} and {& } are known. They can be used to compute the
acceleration of any point P of the vehicle with (B.1), (B.2) or (B.3), or to reconstruct vehicle path with a suitable
procedure.
Some good choice of the position and of the orientation of the transducers is reported in the following examples,
where the point C is in the xz plane (symmetry plane), close to the vehicle centre of mass, and the remaining
three accelerometers are mounted in two points, symmetrical with respect to xz plane. Other good choices are
also possible.
32
BS EN 1317-1:2010
EN 1317-1:2010 (E)
Figure B.1 Example A
1/2b
0 - 1/2b
d 0 - e
[M ] = - b e 0 ; [M] = 0 1/2e 1/2e

- 1/e - d/2be d/2be
b e 0
(
(
(
)
)
)
a1 c a y b x2 + z2 + e x y +d y z
{p} = a2 c a z d x2 + y2 + e x z +b y z
2
2
a3 c a z d x + y + e x z b y z
33
BS EN 1317-1:2010
EN 1317-1:2010 (E)
Figure B.2 Example B
0 - e
1/2b - 1/2b
0
e 0 ; [M ]1 = 0
1/2e
1/2e
- 1/e d/2be - d/2be
- b e 0
d
[M ] = b
(
(
(
)
)
)
a1 c a y + b x2 + z2 + e x y +d y z
{p} = a2 c a z d x2 + y2 + e x z b y z
a a d x2 + y2 + e x z +b y z
3 c z
34
BS EN 1317-1:2010
EN 1317-1:2010 (E)
Figure B.3 Example C
0 - d
[M ] = - b e
b e
b
0 - 1/2b 1/2b
1
0 ; [M ] = 0
1/2e 1/2e
1/b d/2be d/2be
0
(
(
(
)
)
)
a1 c a x e y2 + z2 + b x y +d x z
{p} = a 2 c a z d x2 + y2 + e x y +b y z
2
2
a3 c a z d x + y + e x z b y z
B.5 Remarks
The first method proposed requires only linear acceleration transducers, but in a redundant number; it is
straightforward for the evaluation of the acceleration of any point in the vehicle.
The second method, which requires a minimum number of transducers (six linear accelerations and three angular
velocities), is more suitable when a path reconstruction has to be made. Among the three layouts shown in the
examples, A is mostly recommended for collisions on the right side, B for collisions on the left side, and C for
head on collisions.
In any case in comparing of the two methods the accuracy and the cost of the different transducers should also
be considered.
35
BS EN 1317-1:2010
EN 1317-1:2010 (E)
Bibliography
[1]
EN 1317-5:2007+A1:2008, Road restraint systems Part 5: Product requirements and evaluation of

conformity for vehicle restraint systems
[2]
prEN 1317-6, Road restraint systems Pedestrian restraint systems Part 6: Pedestrian Parapet
[3]
ISO 8855, Road vehicles Vehicle dynamics and road-holding ability Vocabulary
[4]
SAE J211, Instrumentation for Impact Test
[5]
Padgaonkar, A.J., Krieger, K.W., King, A.I., "Measurement of Angular Acceleration of a Rigid Body Using
Linear Accelerometers", presented at the 1975 Applied Mechanics Summer Conference of The American
Society of Mechanical Engineers, and reprinted in the Journal of Applied Mechanics, September 1975
36
This page deliberately left blank
British Standards Institution (BSI)

BSI is the independent national body responsible for preparing British Standards
and other standards-related publications, information and services.
It presents the UK view on standards in Europe and at the international level.
It is incorporated by Royal Charter.
Revisions
Information on standards
British Standards are updated by amendment or revision. Users of British Standards should make sure that they possess the latest amendments or editions.
It is the constant aim of BSI to improve the quality of our products and services. We would be grateful if anyone finding an inaccuracy or ambiguity while
using this British Standard would inform the Secretary of the technical committee responsible, the identity of which can be found on the inside front
cover.
Tel: +44 (0)20 8996 9001 Fax: +44 (0)20 8996 7001
BSI provides a wide range of information on national, European

and international standards through its Knowledge Centre.
BSI offers Members an individual updating service called PLUS which ensures
that subscribers automatically receive the latest editions of standards.
Tel: +44 (0)20 8996 7669 Fax: +44 (0)20 8996 7001
Email: plus@bsigroup.com
Buying standards
You may buy PDF and hard copy versions of standards directly using a
credit card from the BSI Shop on the website www.bsigroup.com/shop.
In addition all orders for BSI, international and foreign standards publications
can be addressed to BSI Customer Services.
Tel: +44 (0)20 8996 9001 Fax: +44 (0)20 8996 7001
Email: orders@bsigroup.com
In response to orders for international standards, it is BSI policy to
supply the BSI implementation of those that have been published
as British Standards, unless otherwise requested.
Tel: +44 (0)20 8996 7004 Fax: +44 (0)20 8996 7005
Email: knowledgecentre@bsigroup.com
Various BSI electronic information services are also available which
give details on all its products and services.
Tel: +44 (0)20 8996 7111 Fax: +44 (0)20 8996 7048
Email: info@bsigroup.com
BSI Subscribing Members are kept up to date with standards
developments and receive substantial discounts on the purchase price
of standards. For details of these and other benefits contact Membership Administration.
Tel: +44 (0)20 8996 7002 Fax: +44 (0)20 8996 7001
Email: membership@bsigroup.com
Information regarding online access to British Standards via British
Standards Online can be found at www.bsigroup.com/BSOL
Further information about BSI is available on the BSI website at www.bsigroup.com/standards
Copyright
Copyright subsists in all BSI publications. BSI also holds the copyright,
in the UK, of the publications of the international standardization bodies. Except as permitted under the Copyright, Designs and Patents Act 1988 no extract may be reproduced, stored in a retrieval system or transmitted in any
form or by any means electronic, photocopying, recording or otherwise
without prior written permission from BSI. This does not preclude the free
use, in the course of implementing the standard of necessary details such as
symbols, and size, type or grade designations. If these details are to be used
for any other purpose than implementation then the prior written permission
of BSI must be obtained. Details and advice can be obtained from the Copyright & Licensing Manager.
Tel: +44 (0)20 8996 7070
Email: copyright@bsigroup.com
BSI Group Headquarters

389 Chiswick High Road London W4 4AL UK
Tel +44 (0)20 8996 9001
Fax +44 (0)20 8996 7001
www.bsigroup.com/standards
raising standards worldwide

Road Restraint Systems: BSI Standards Publication

Uploaded by

Document Informationclick to expand document informationParapet

Document Informationclick to expand document information

Copyright:

Available Formats

Road Restraint Systems: BSI Standards Publication

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Road Restraint Systems: BSI Standards Publication

Uploaded by

Copyright:

Available Formats

Licensed Copy: Mr.

BSI Standards Publication

Road restraint systems

NO COPYING WITHOUT BSI PERMISSION EXCEPT AS PERMITTED BY COPYRIGHT LAW

raising standards worldwide

This British Standard is the UK implementation of EN 1317-1:2010. It

ICS 01.040.93; 93.080.30

Road restraint systems - Part 1: Terminology and general

Rckhaltesysteme an Straen - Teil 1: Terminologie und

This European Standard was approved by CEN on 29 April 2010.

EUROPEAN COMMITTEE FOR STANDARDIZATION

Management Centre: Avenue Marnix 17, B-1000 Brussels

All rights of exploitation in any form and by any means reserved

Ref. No. EN 1317-1:2010: E

Normative references .................................................................................................................................... 6

Terms and definitions ................................................................................................................................... 7

Test methods................................................................................................................................................ 10

Vehicle Instrumentation .............................................................................................................................. 13

Data Processing and Analysis ................................................................................................................... 15

Test Results and Calculations.................................................................................................................... 17

Annexes A and B are informative.

Test site data;

Definitions for road restraint systems;

Instrumentation for the vehicles;

Acceleration Severity Index

Anthropomorphic Test Device

Channel Amplitude Class

Channel Frequency Class

Heavy Goods Vehicle

Pedestrian Restraint System

Road Restraint System

Theoretical Head Impact Velocity

Vehicle Cockpit Deformation Index

Vehicle Restraint System

Terms and definitions

The types of system are shown in Figure 1.

Figure 1 Types of system

This can include a vehicle parapet.

"Other users" include provision for equestrians, cyclists and livestock.

Figure 2 Examples of wheel base

Figure 3 Examples of wheel track

Wheel Spin Axis

5.1 Test site

5.2 Test vehicles

All fluids shall be included in the test inertial mass.

Test inertial massa

Including maximum ballastb

Lateral distance from vehicle

Including load for heavy goods vehicles (HGV).

Including measuring and recording equipment.

6.2 Frequency requirements

are the longitudinal, lateral, and vertical accelerations of point Q;

Data Processing and Analysis

Angular Rate Sensor yaw (pitch, roll)

ISO 6487, SAE J211 apply

Data Acquisition Unit

ISO 6487 for appropriate CFC and